EP1486657B1 - Vorrichtung zur Steuerung einer Brennkraftmaschine und einer Getriebeeinheit vor einer Laständerung - Google Patents

Vorrichtung zur Steuerung einer Brennkraftmaschine und einer Getriebeeinheit vor einer Laständerung Download PDF

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Publication number
EP1486657B1
EP1486657B1 EP04102619A EP04102619A EP1486657B1 EP 1486657 B1 EP1486657 B1 EP 1486657B1 EP 04102619 A EP04102619 A EP 04102619A EP 04102619 A EP04102619 A EP 04102619A EP 1486657 B1 EP1486657 B1 EP 1486657B1
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EP
European Patent Office
Prior art keywords
engine
control device
implement
engine speed
load
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Expired - Fee Related
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EP04102619A
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English (en)
French (fr)
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EP1486657A1 (de
Inventor
Timothy Joel Kilworth
David James Boege
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Deere and Co
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Deere and Co
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • B60Y2200/22—Agricultural vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning

Definitions

  • the present invention relates to an electronic engine and transmission control system which is responsive to manipulation of manually operated control devices which can cause actions which result in increased load on the vehicle engine.
  • IVT infinitely variable transmission
  • a tractor can be operated in a fuel economy mode wherein the engine is controlled to run at a low engine speed. If, while in this mode, the operator manually commands the hitch to drop a hitch-mounted implement into the ground, or if the operator commands the ground-engaging elements of a towed implement, such as a ripper, to engage the earth, the tractor may stall because the transmission and engine cannot react quickly enough to overcome the increase in load. This can happen when such a tractor is being turned around at the end of a field and then driven a short distance at the end of the row. Then when the tractor is driven back into the field and the implement is dropped into the ground, the tractor may stall because the engine speed is too low.
  • JP 9 163814 A discloses a tractor having an implement coupled to the tractor.
  • the speed of the engine is increased in order to prevent the rotation rate being delayed after the tractor is turned at the headland and to enable a stabilization if the tillage.
  • US 5,778,329 discloses a method for shifting a powershift transmission of a vehicle in accordance with the load being experienced by the engine as estimated from certain engine operating parameters.
  • a turbocharger associated with an engine operating at a given engine speed generates a turbo boost pressure.
  • the turbo boost pressure is monitored by a sensor and a turbo boost signal is generated therefrom.
  • the engine speed is monitored by a sensor and an engine speed signal is generated therefrom.
  • the turbo boost and engine speed signals are used to estimate the engine load based on empirical data stored in the transmission controller's memory, and a percentage load is computed therefrom. The percentage load is then used to generate an appropriate duty cycle and time value for amite-width-moduiated shift signal which controls the modulation of an on-coming directional clutch into engagement at a desired rate of engagement dependent upon the load being experienced by the vehicle.
  • an object of this invention is to provide a system which prevents engine stalling as a result of the performance of manually controlled operations which increase the load on the engine.
  • an engine and transmission control system for a vehicle/implement system having manually operated control devices which are used to control hitch-mounted and/or towed implement operations.
  • the control system monitors manipulation of the control devices and engine load, and when engine load decreases, the system stores the identity and displacement direction of the manipulated control device. When the same control device is then manipulated in the opposite direction, the control system will temporarily boost or raise engine revolutions per minute (RPM) and decrease the transmission ratio in anticipation of the expected load. After the control system has boosted the engine RPM, it monitors whether or not the engine speed was boosted high enough to prevent the engine speed from dropping below a threshold. If the engine speed drops below the threshold, then the control system will increase the amount of engine speed boost to be applied the next time that control device is manipulated.
  • RPM revolutions per minute
  • the control system according to the invention can automatically boost engine speed for a short time period in response to manipulation of an implement control device before operation of the implement increases the load on the engine.
  • a control system for a utility vehicle comprises an engine, an engine controller for controlling the engine, and an earth engageable implement coupled to the vehicle.
  • the control system comprises a manually operable implement control device for controlling the implement and an electronic control unit (ECU) coupled to the engine controller and to the implement control device, the ECU, in response to a manipulation of the implement control device, generating an engine speed boost signal which causes the engine controller to temporarily increase engine speed before the implement applies and increase load on the engine.
  • ECU electronice control unit
  • the vehicle also comprises a transmission driven by the engine, and a transmission controller for controlling the transmission.
  • the ECU in response to the manipulation of the implement control device, provides a transmission control signal to the transmission controller which causes the transmission to lower its transmission ratio before the load on the engine increases.
  • control system further comprises an engine speed sensor for generating an engine speed signal.
  • the ECU compares the engine speed to a threshold, and if the engine speed drops below said threshold the ECU increases an amount of engine speed boost for use a next time the control device is manipulated.
  • control system further comprises an operator controllable mode switch.
  • the ECU varying an amount of engine speed boost in response to operation of the mode switch.
  • the vehicle could have an implement hitch attached thereto.
  • the implement could be an integral implement attached to the hitch, raising and lowering of the implement being controlled by the control device.
  • the implement could further be a towed implement.
  • the implement could have a ground engaging element controlled by a hydraulic function controlled by the implement control device.
  • control system for a utility vehicle is preferably as defined by one of the claims 1 to 5.
  • the control system for a utility vehicle according to claim 6 comprises a transmission driven by an engine, an engine controller for controlling the engine, and an earth engageable implement coupled to the vehicle, at least one hydraulic cylinder operable to control engagement of the implement with the earth.
  • the control system further comprises a plurality manually operable control devices, each for controlling a corresponding hydraulic function, including the at least one hydraulic cylinder. Manipulation of a certain one of the control devices in a first manner causing the implement to increase a load on the engine. Manipulation of said certain control device in a second manner causing the implement to decrease load on the engine.
  • the engine controller generates an engine load signal.
  • a plurality of position sensors are provided, each generating a control device position signal representing a position of a corresponding control device.
  • An electronic control unit (ECU) is coupled to the position sensors and receives the load signal from the engine controller.
  • the ECU in response to manipulation of one of the control devices followed by a reduction in engine load, stores identity and manipulation manner information for the control device just manipulated.
  • the ECU automatically temporarily boosts engine speed when the control device with the stored identity is later manipulated in a manner opposite to the stored manipulation manner. The ECU thereby increases engine speed before load on the engine increases.
  • the vehicle preferably comprises a transmission controller for controlling the transmission.
  • the ECU in response manipulation of one of the control devices followed by a reduction in engine load, stores identity and manipulation manner information for the control device just manipulated.
  • the ECU automatically temporarily causes the transmission controller to lower the transmission ratio when the control device with the stored identity is later manipulated in a manner opposite to the stored manipulation manner.
  • an engine speed sensor is provided for generating an engine speed signal.
  • the ECU compares the engine speed to a - preferably predetermined - threshold. If the engine speed drops below said threshold the ECU increases an amount of engine speed boost for use a next time the control device is manipulated in said opposite manner.
  • a method for operating a control system according to one of the claims 1 to 8 or a method of controlling an engine for a vehicle comprises wheels being driven by the engine through a transmission, a plurality of engine powered auxiliary functions.
  • the operation of each auxiliary function is controlled by a corresponding manually operated control device.
  • the method comprises monitoring engine load and monitoring displacement of the control devices.
  • an identity and displacement direction of said displaced control device is stored.
  • the engine speed is temporarily boosted before operation of the corresponding auxiliary function can effect load on the engine.
  • the engine speed is monitored. After the engine speed has been boosted, if the engine speed drops below a threshold, the amount by which the engine speed is boosted is increased when the stored identity control device is later displaced in the direction opposite to the stored displacement direction.
  • the amount is varied by which the engine speed is boosted as a function of a status of an operator controlled mode control device.
  • Fig. 1 is a simplified schematic diagram of a control system for a utility vehicle according to the present invention
  • Fig. 2 is a simplified overall logic flow diagram illustrating an algorithm executed by the electronic control unit (ECU) of Fig.1 ;
  • Fig. 3 is a logic flow diagram of the lever check subroutine portion of Fig. 2 ;
  • Fig. 4 is a logic flow diagram of the heavy load calculation subroutine portion of Fig. 2 ;
  • Fig. 5 is a logic flow diagram of light load calculation subroutine portion of Fig. 2 ;
  • Fig. 6 is a logic flow diagram of the boost calculation subroutine portion of Fig. 2 .
  • an engine 10 drives a transmission 12, preferably an infinitely variable transmission (IVT) which drives a vehicle wheel 13.
  • the engine 10 is controlled by an electronic engine controller 14, and the transmission 12 is controlled by an electronic transmission controller 16.
  • Controllers 14 and 16 are communicated with an auxiliary controller 18 via a conventional CAN bus.
  • Controller 18 may be mounted in a vehicle armrest (not shown).
  • An implement interface unit 17 communicates hydraulic valve command signals from an implement 19, such as a towed implement, to controller 18.
  • Controller 18 receives command signals from a plurality of operator manipulated input or function control devices 20A-20D, such as paddle pots or selective control valve (SCV) levers for controlling (via hydraulic controller 32) selective control valves (SCV) 24A-24D, and a joystick 22 for controlling selective control valves 24E and 24F, and a conventional hitch control lever 26 and lever position sensor 28 for controlling a hitch control valve 34.
  • SCVs 24A and 24B may control hydraulic cylinders 36A and 36B located on the implement 19. Hydraulic cylinders 36A and 36B control ground engaging elements 37A and 37B on the implement 19.
  • SCVs 24C-24F may control other hydraulic cylinders 36C-36F.
  • Controller 18 also receives signals from an auto mode switch 30, and hydraulic valve commands via interface 17 from control devices (not shown) which may be located on the implement 19.
  • Paddle pots 20 and lever 26 are movable fore-and-aft to plus and minus positions on opposite sides of a center or neutral position to extend or retract a corresponding hydraulic function or hitch cylinder 38.
  • a paddle pot or SCV lever is described in detail in US 5,343,775 .
  • Hydraulic controller 32 provides control signals to selective control valves (SCV) 24A-24F and to hitch valve 34.
  • Controller 32 is preferably capable of executing implement management system (IMS) algorithms, such as described in US 6,292,729 , and preferably transmits IMS signals to controller 18.
  • Hitch valve 34 controls a hitch cylinder 38 which raises and lowers an implement hitch 39 to which an implement 41 is attached.
  • the controllers 14, 16, 18, 32 and interface 17 are preferably connected to each other by a conventional CAN bus. In response to the signals it receives, controller 18 generates and provides control signals to the hydraulic controller 32.
  • An engine speed sensor 40 provides an engine speed signal ES to controller 14.
  • a wheel speed sensor 42 provided a wheel speed or vehicle speed signal WS to controller 16.
  • the auto mode switch 30 provides selected desired engine speed signals to controller 18 for use when in a low engine speed mode.
  • the system hardware components described so far are similar to those found on commercial 7810 Series John Deere tractors with an IVT.
  • the controller 14 provides engine speed signal ES and an engine load signal L to auxiliary controller 18, and controller 16 provides wheel speed signal WS to controller 18.
  • Controller 18 executes an algorithm 100 and generates a Desired Engine Speed Command and a Transmission Ratio Command in response to the signals it receives.
  • This algorithm 100 is executed periodically, such as 50 times per second, and is illustrated by the flow chart of Fig. 2 .
  • Algorithm 100 sequentially executes a read CAN messages step 200, a lever check subroutine 300, a heavy load control calculation subroutine 400, a light load calculation subroutine 500, a boost calculation subroutine 600.
  • the controller 18 transmits a Desired Engine Speed Command, C, over the CAN bus to the engine controller 14, and transmits a Transmission Ratio Command over the CAN bus to the transmission controller 16.
  • step 200 the controller 18 reads and stores a plurality of input signals. It reads the vehicle speed from sensor 42, engine speed from sensor 40, engine load from controller 14, commands from SCV control devices 20A-20D and the joystick 22, hitch command from sensor 28, IMS commands from controller 32, control valve commands from interface 17, requests for increased hydraulic flow from implement 19 via the interface 17 and requests for increased engine speed from implement 19 via interface 17.
  • step 302 sets an SCV_NUM index value to zero.
  • step 304 directs the subroutine to step 306, else to step 310.
  • Step 310 compares SCV _NUM to the total number of input control devices. If SCV _NUM is not less than the total number, step 310 directs the subroutine to step 322, which directs control to subroutine 400. If SCV _NUM is less than the total number, step 310 directs the subroutine to step 312 which increments SCV_NUM and directs the subroutine to step 314.
  • Step 314 compares the command value for the control device corresponding to the current SCV_NUM value to a threshold, T, representing a neutral or center control device position. If the command value equals T (representing a neutral or center control device position), step 314 directs the subroutine to step 316 which sets a control device direction value (LEVER_DIR) equal to zero, sets an control device number value (LEVER_NUM) equal to zero, and then returns control to step 310.
  • T representing a neutral or center control device position
  • step 314 directs the subroutine to step 318 which sets a control device direction value (LEVER_DIR) equal to 2, sets the control device number value (LEVER_NUM) equal to SCV _NUM, and directs control to step 322. If the command value is less than T (the control device is in a minus position), step 314 directs the subroutine to step 320 which sets a control device direction value (LEVER_DIR) equal to 1, sets LEVER_NUM equal to SCV _NUM, and then returns control to step 322. Step 322 directs control to subroutine 400.
  • LEVER_DIR control device direction value
  • SCV _NUM SCV _NUM
  • the lever check subroutine 300 first checks if an implement function is demanding an increased engine speed. If an implement function requests an increased engine speed, then the subroutine sets the BOOST TIMER and ENGINE FLAG. This will cause control to skip the heavy load subroutine 400 and jump to the light load subroutine 500 (to the step where the BOOST TIMER is checked).
  • the subroutine 300 checks for commands indicating a displacement of each of the hydraulic control devices, including the SCV levers 20, joystick 22, hitch lever 26, or a control device which would cause interface 17 to transmit a valve command to controller 18. If one of these commands indicates a non-centered control device position, the subroutine stores the LEVER_DIR (direction of displacement) and LEVER_NUM (the identity of the displaced control device), and then directs control to subroutine 400. If no command indicates a displaced or non-centered control device, control passes to subroutine 400.
  • commands indicating a displacement of each of the hydraulic control devices including the SCV levers 20, joystick 22, hitch lever 26, or a control device which would cause interface 17 to transmit a valve command to controller 18. If one of these commands indicates a non-centered control device position, the subroutine stores the LEVER_DIR (direction of displacement) and LEVER_NUM (the identity of the displaced control device), and then directs control to subroutine 400. If no command indicates a displaced or non-
  • step 404 compares the engine load L and the wheel speed WS to certain values.
  • step 404 directs the subroutine to step 412 if the engine load is greater than or equal to 80% of a maximum load value and WS is greater than or equal to 1 km/h.
  • step 404 directs the subroutine to step 406 if the engine load is less than 80% of maximum or WS is less than or equal to 1 km/h.
  • LC SCV TIMER a load control SCV timer value
  • Step 420 decrements the LC SCV TIMER and directs the subroutine to step 422.
  • Step 422 directs control to subroutine 500.
  • the heavy load control calculation subroutine 400 checks whether the tractor is moving at a minimum speed (1 km/h) and whether the engine is being heavily loaded (over 80% maximum engine load). If the tractor is heavily loaded and is moving at or faster than the minimum speed for less than 20 seconds, the algorithm proceeds to the subroutine 500.
  • SCV MOVE NUM identity of that control device
  • SCV MOVE DIR direction of displacement from its centered or neutral position
  • Step 514 checks the SCV_MOVED flag. If the SCV_MOVED flag is false, step 514 directs the subroutine to step 520, else to step 516.
  • the light load subroutine 500 operates when the vehicle is under light load. If the SCV_MOVED flag is true, and the stored control device is subsequently moved in the opposite direction to the stored direction, then steps 516 and 518 of subroutine 500 will operate to cause an immediate 3 second engine speed boost, even before the engine would otherwise detect the increased load which would eventually result from such input displacement.
  • Subroutine 500 also determines an engine RPM setting value as a function of the setting of the auto mode switch 30.
  • Subroutine 500 also determines a transmission ratio value as a function of a desired wheel speed and the engine RPM setting value, and sets an engine speed command value equal to the RPM setting value.
  • Step 608 decrements the Lugdown Timer and directs control to step 610.
  • step 606 directs control to step 614.
  • the boost calculation subroutine 600 determines, when an engine boost is commanded, whether or not the boost commanded is large enough to stop bad performance (such as engine stalling). Subroutine 600 monitors the actual engine RPM after a boost is commanded, and if the actual engine RPM drops too low, then subroutine 600 increases the boost so that the next time a boost is commanded the actual engine RPM will not drop too low.
  • subroutine 700 causes the controller 18 to transmit the Desired Engine Speed Command (from step 540 of subroutine 500) to the engine controller 14, and to transmit the Transmission Ratio command (also from step 540) to the transmission controller 16.
  • the engine controller 14 increases the engine speed if commanded by the Desired Engine Speed Command, and the transmission controller 16 controls the transmission ratio of the transmission 12 in response to the Transmission Ratio command.
  • the engine and transmission control system reacts to a control device operation (such as commanding an implement to engage the ground) which will increase engine load, before the engine actually begins to be affected by the load increase.
  • a control device operation such as commanding an implement to engage the ground
  • the control system monitors manipulation of manual control devices and learns which control device manipulations previously caused a decreased engine load.
  • the control system will temporarily boost or raise engine RPM and decrease the transmission ratio in anticipation of the expected load. The drop in transmission ratio will result in a constant wheel speed.
  • the control system After the control system has boosted the engine RPM, it will monitor whether or not the engine speed was boosted high enough to prevent the engine speed from dropping below a threshold. If the engine speed drops below the threshold, then the control system will increase the amount of engine speed boost to be applied the next time that function control is manipulated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (12)

  1. Steuersystem für ein Nutzfahrzeug mit einem Motor (10), einer Motorsteuerung (14) zur Steuerung des Motors (10) und einem mit dem Erdreich in Eingriff bringbaren Gerät (19), das mit dem Fahrzeug verbunden ist, wobei das Steuersystem Folgendes umfasst:
    eine manuell betätigbare Gerätesteuervorrichtung (20, 22, 26) zur Steuerung des Geräts (19);
    eine elektronische Steuereinheit (ECU) (18), die mit der Motorsteuerung (14) und der Gerätesteuervorrichtung (20, 22, 26) verbunden ist, wobei die ECU (18) als Reaktion auf eine Betätigung der Gerätesteuervorrichtung (20, 22, 26) ein Motordrehzahlverstärkungssignal erzeugt, das bewirkt, dass die Motorsteuerung (14) die Motordrehzahl vorübergehend erhöht, bevor das Gerät (19) eine erhöhte Last an den Motor (10) anlegt; und
    das Fahrzeug weiterhin ein durch den Motor (10) angetriebenes Getriebe (12) und eine Getriebesteuerung (16) zur Steuerung des Getriebes (12) umfasst und die ECU (18) als Reaktion auf die Betätigung der Gerätesteuervorrichtung (20, 22, 26) der Getriebesteuerung (16) ein Getriebesteuersignal zuführt, das bewirkt, dass das Getriebe (12) sein Übersetzungsverhältnis verringert, bevor die Last an den Motor (10) größer wird.
  2. Steuersystem nach Anspruch 1, das weiterhin Folgendes umfasst:
    einen Motordrehzahlsensor (40) zur Erzeugung eines Motordrehzahlsignals (ES), wobei die ECU (18) die Motordrehzahl mit einem Schwellwert vergleicht, und wenn die Motordrehzahl unter den Schwellwert der ECU (18) abfällt, ein Ausmaß an Motordrehzahlverstärkung zur Verwendung bei der nächsten Betätigung der Steuervorrichtung (20, 22, 26) erhöht.
  3. Steuersystem nach Anspruch 1 oder 2, das weiterhin Folgendes umfasst:
    einen vom Bediener steuerbaren Modusschalter (30), und
    wobei die ECU (18) ein Ausmaß an Motordrehzahlverstärkung als Reaktion auf die Betätigung des Modusschalters (30) ändert.
  4. Steuersystem nach einem der Ansprüche 1 bis 3, wobei:
    das Fahrzeug eine daran befestigte Geräteanbauvorrichtung (39) aufweist; und
    das Gerät (41) ein integrales Gerät ist, das an der Anbauvorrichtung (39) befestigt ist, wobei das Anheben und Absenken des Geräts (41) durch die Steuervorrichtung (26) gesteuert wird.
  5. Steuersystem nach einem der Ansprüche 1 bis 4, wobei:
    das Gerät (19) ein Anhängegerät ist, wobei das Gerät (19) ein Bodeneingriffselement (37A, 37B) aufweist, das durch eine durch die Gerätesteuervorrichtung (22) gesteuerte Hydraulikfunktion (36A, 36B) gesteuert wird.
  6. Steuersystem nach einem der Ansprüche 1 bis 5 für ein Nutzfahrzeug, wobei das Fahrzeug ein von einem Motor (10) angetriebenes Getriebe (12), eine Motorsteuerung (14) zur Steuerung des Motors (10) und ein mit dem Erdreich in Eingriff bringbares Gerät (19) aufweist, das mit dem Fahrzeug verbunden ist, wobei mindestens ein Hydraulikzylinder (36A, 36B) zur Steuerung des Eingriffs des Geräts (19) mit dem Erdreich betreibbar ist, wobei das Steuersystem Folgendes umfasst:
    mehrere manuell betätigbare Steuervorrichtungen (20, 22, 26), die jeweils zur Steuerung einer entsprechenden Hydraulikfunktion (36A - 36F, 38), darunter der mindestens eine Hydraulikzylinder (36A, 36B), bestimmt sind, wobei eine Betätigung einer bestimmten der Steuervorrichtungen (20, 22, 26) auf eine erste Weise bewirkt, dass das Gerät (19) eine Last am Motor (10) erzeugt, wobei eine Betätigung der bestimmten Steuervorrichtung (20, 22, 26) auf eine zweite Weise bewirkt, dass das Gerät (19) die Last am Motor (10) erhöht;
    wobei die Motorsteuerung (14) ein Motorlastsignal (L) erzeugt;
    mehrere Positionssensoren (28), die jeweils ein Steuervorrichtungspositionssignal, das eine Position einer entsprechenden Steuervorrichtung (26) darstellt, erzeugen; und
    eine elektronische Steuereinheit (ECU) (18), die mit den Positionssensoren (28) verbunden ist und das Lastsignal (L) von der Motorsteuerung (14) empfängt,
    wobei die ECU (18) als Reaktion auf eine Betätigung der Steuervorrichtungen (20, 22, 26), an die sich eine Verringerung der Motorlast anschließt, Identitäts- und Betätigungsweiseninformationen für die gerade betätigte Steuervorrichtung (20, 22, 26) speichert, und die ECU (18) die Motordrehzahl automatisch vorübergehend verstärkt, wenn die Steuervorrichtung (20, 22, 26) mit der gespeicherten Identität später auf eine Weise entgegensetzt zur gespeicherten Betätigungsweise betätigt wird, wobei die ECU (18) dadurch die Motordrehzahl erhöht, bevor sich die Last am Motor (10) erhöht.
  7. Steuersystem nach einem der Ansprüche 1 bis 6, wobei:
    das Fahrzeug weiterhin eine Getriebesteuerung (16) zur Steuerung des Getriebes (12) aufweist und die ECU (18) als Reaktion auf die Betätigung einer der Gerätesteuervorrichtungen (20, 22, 26), an die sich eine Verringerung der Motorlast anschließt, Identitäts- und Betätigungsweiseninformationen für die gerade betätigte Steuervorrichtung (20, 22, 26) speichert und die ECU (18) automatisch vorübergehend bewirkt, dass die Getriebesteuerung (16) das Übersetzungsverhältnis senkt, wenn die Steuervorrichtung (20, 22, 26) mit der gespeicherten Identität später auf eine Weise, die der gespeicherten Betätigungsweise entgegengesetzt ist, betätigt wird.
  8. Steuersystem nach einem der Ansprüche 1 bis 7, das weiterhin Folgendes umfasst:
    einen Motordrehzahlsensor (40) zur Erzeugung eines Motordrehzahlsignals (ES), wobei die ECU (18) die Motordrehzahl mit einem Schwellwert vergleicht, und wenn die Motordrehzahl unter den Schwellwert der ECU (18) abfällt, die ECU (18) ein Ausmaß an Motordrehzahlverstärkung zur Verwendung bei der nächsten Betätigung der Steuervorrichtung (20, 22, 26) auf die entgegengesetzte Weise erhöht.
  9. Verfahren zum Betrieb eines Steuersystems nach einem der Ansprüche 1 bis 8, wobei das Fahrzeug Räder, die von dem Motor (10) durch ein Getriebe (12) angetrieben werden, und mehrere vom Motor angetriebene Zusatzfunktionen (36A - 36F) aufweist, wobei die Betätigung jeder Zusatzfunktion (36A - 36F) durch eine entsprechende manuell betätigte Steuervorrichtung (20, 22, 26) gesteuert wird, wobei das Verfahren Folgendes umfasst:
    Überwachen der Motorlast;
    Überwachen der Verschiebung der Steuervorrichtungen (20, 22, 26);
    als Reaktion auf die Verschiebung einer der Steuervorrichtungen (20, 22, 26) und als Reaktion auf die Verringerung der Motorlast Speichern einer Identität und Verschiebungsrichtung der verschobenen Steuervorrichtung (20, 22, 26); und
    als Reaktion auf die Verschiebung der Steuervorrichtung (20, 22, 26) mit der gespeicherten Identität in einer Richtung entgegengesetzt der gespeicherten Verschiebungsrichtung vorübergehendes Verstärken der Motordrehzahl, bevor der Betrieb der entsprechenden Zusatzfunktion (36A - 36F, 38) eine Last am Motor (10) bewirken kann.
  10. Verfahren nach Anspruch 9, das weiterhin Folgendes umfasst:
    als Reaktion auf die Verschiebung der Steuervorrichtung (20, 22, 26) mit der gespeicherten Identität in einer Richtung entgegengesetzt der gespeicherten Verschiebungsrichtung vorübergehendes Verringern eines Übersetzungsverhältnisses des Getriebes (12).
  11. Verfahren nach Anspruch 9 oder 10, das weiterhin Folgendes umfasst:
    Überwachen der Motordrehzahl; und
    nach der Verstärkung der Motordrehzahl, wenn die Motordrehzahl unter einen Schwellwert abfällt, Erhöhen des Ausmaßes, in dem die Motordrehzahl verstärkt wird, wenn die Steuervorrichtung (20, 22, 26) mit der gespeicherten Identität später in einer Richtung entgegengesetzt der gespeicherten Verschiebungsrichtung verschoben wird.
  12. Verfahren nach einem der Ansprüche 9 bis 11, das weiterhin Folgendes umfasst:
    Ändern des Ausmaßes, in dem die Motordrehzahl verstärkt wird, als Funktion eines Status einer von einem Bediener gesteuerten Modussteuervorrichtung (30).
EP04102619A 2003-06-09 2004-06-09 Vorrichtung zur Steuerung einer Brennkraftmaschine und einer Getriebeeinheit vor einer Laständerung Expired - Fee Related EP1486657B1 (de)

Applications Claiming Priority (2)

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US457223 1989-12-26
US10/457,223 US6950735B2 (en) 2003-06-09 2003-06-09 Load anticipating engine/transmission control system

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EP1486657A1 EP1486657A1 (de) 2004-12-15
EP1486657B1 true EP1486657B1 (de) 2009-10-14

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US6950735B2 (en) 2005-09-27
US6990400B2 (en) 2006-01-24
BRPI0401813A (pt) 2005-01-18
US20040249543A1 (en) 2004-12-09
DE602004023559D1 (de) 2009-11-26
US20050149245A1 (en) 2005-07-07
EP1486657A1 (de) 2004-12-15

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